CN107918716B - Method for determining anti-collision field of rectangular bridge pier in straight channel - Google Patents

Method for determining anti-collision field of rectangular bridge pier in straight channel Download PDF

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CN107918716B
CN107918716B CN201711352314.8A CN201711352314A CN107918716B CN 107918716 B CN107918716 B CN 107918716B CN 201711352314 A CN201711352314 A CN 201711352314A CN 107918716 B CN107918716 B CN 107918716B
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王家宏
艾万政
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Zhejiang Ocean University ZJOU
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Abstract

The invention discloses a method for determining the anti-collision field of a rectangular pier of a straight channel, which is suitable for the rectangular pier, the anti-collision field is the maximum distance between a pier suction flow vanishing point and the surface of the pier, and the method comprises the following steps: firstly, establishing a calculation model, then carrying out numerical simulation on the calculation model, and finally fitting a change curve along with the characteristic width of the pier and the flow velocity of the channel axis by using the obtained data to obtain an empirical expression. A collision-proof device for bridge pier is composed of water flow sensor, several pressure sensors, several movable buoys, processor module, pressure-type water sprayer and buoy fixing disk. The substantial effects of the invention are as follows: an empirical expression of the rectangular pier collision avoidance field is obtained by establishing a model, a numerical simulation and a regression analysis method, an active pier collision avoidance device is designed, a movable buoy is installed to adjust the size of the collision avoidance field through the change of water flow, and a ship is forced to be far away from the pier through a pressure type water spraying device.

Description

Method for determining anti-collision field of rectangular bridge pier in straight channel
Technical Field
The invention relates to the field of hydraulic engineering protectors, in particular to a method for determining the anti-collision field of rectangular piers in a straight channel and an anti-collision device of the piers.
Background
The bridge greatly improves the transportation conditions in China and is an important component of the traffic network in China. Since the development is open, more and more bridges cross the sea and the river in China. According to the statistics of relevant data, the three main inland shipping water systems in China, namely a Yangtze river system, a Zhujiang river system and a Jinghang canal system, have nearly 300 seats of various existing bridges. The bridge construction can effectively promote economic development, but the navigation water environment of a bridge area must be fully considered in the bridge construction, and a channel and a buoy of the bridge area are reasonably arranged so as to effectively control the safe navigation of ships and avoid the occurrence of bridge collision accidents, otherwise, the bridge becomes a bottleneck restricting the safe navigation. For example, in the case of a Huangshi Yangtze river bridge, the site is selected in a water area with a curved river channel due to busy water transportation, poor water flow conditions and the arrangement of a buoy are not scientific enough, and the poor strain capacity of a driver is added, so that collision accidents are frequent. In 147 days from 16 th to 16 th at 4 th to 9 th in 1993, a bridge collision accident 16 occurs, 9 ships sink, and millions of yuan is directly lost economically. According to the statistics of the Yangtze river maritime office, and by 8 months in 2003, more ship-bridge collision accidents 120 occur in the Yangtze river trunk line bridge. In 2007, 6 and 15 months, the bridge in Jiujiang, Guangdong is collapsed by ship, which causes serious casualties, and the direct economic loss reaches billion yuan. The Zhoushan sea-crossing bridge with attention held by Zhejiang coastal areas has ship collision accidents respectively in 27 days 3 and 16 days 11 and 2009 in 2008, which causes personnel missing, ship sinking loss and bridge pier damage. The occurrence of the above traffic accidents, although largely related to the negligence of drivers, has a certain degree of relevance to the unscientific arrangement of the buoys in the bridge area. The bridge area channel and the buoy are arranged on the basis of the bridge area collision avoidance field, and the bridge area buoy and the bridge area channel are arranged outside the bridge area collision avoidance field. It is necessary to determine the range of the collision avoidance area of the pier.
The utility model belongs to the technical field of bridge anti-collision engineering, and discloses a bridge anti-collision device with a Chinese patent publication number CN 206157666U, publication date 2017, 05 and 10, which is provided with an anti-collision inner ring arranged at the periphery of a bridge pier; the anti-collision inner ring (3) is an annular shape formed by combining a plurality of rigid hollow box bodies; a plurality of buffers (2) are filled between the anti-collision inner ring (3) and the bridge pier (1); an anti-collision outer ring is arranged on the outer side of the anti-collision inner ring (3); the anti-collision outer ring (5) is of a shuttle-shaped structure formed by combining a plurality of rigid hollow box bodies; the two ends of the shuttle-shaped structure of the anti-collision outer ring (5) are provided with a plurality of cavities for placing nonlinear steel wire rope buffering energy absorbers (6); the outer wall surface of the anti-collision outer ring (5) is provided with a roller support ring (8), the roller support ring (8) is at least two layers which are arranged up and down, and a steel-rubber composite roller (9) is arranged between the two adjacent layers of roller support rings (8). The utility model discloses to guarantee the current safety of boats and ships and guarantee the important meaning in the aspect of bridge operation safety. However, since the pier protection device has a complicated pier peripheral structure, which easily increases pier suction flow and increases the complexity of a water flow structure around the pier, particularly when the distance between the piers is small, the possibility of ship-bridge collision is increased, and thus a safer pier anti-collision device needs to be designed.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: 1. determining the range of the collision avoidance area of the bridge pier; 2. a safer pier anti-collision device is designed.
The technical scheme adopted by the invention for solving the problems is as follows: the utility model provides a follow straight channel rectangle pier anticollision field determination method, is applicable to the rectangle pier, sets for D and is pier anticollision field scope, is also the maximum distance that "mound suction flow" disappearance point is apart from the pier surface, and the factor that influences D is the velocity of flow U of pier characteristic width B and channel axis, and wherein, pier characteristic width is the maximum width of pier width in the perpendicular to rivers mainstream direction, and its characterized in that, the method of confirming D is: firstly, establishing a calculation model of D, then carrying out numerical simulation on the calculation model, and finally fitting a change curve of D along with the characteristic width B of the pier and the flow velocity U of the channel axis by using the obtained data and obtaining an empirical expression of D.
Preferably, the calculation model adopts an RNGk-model, and the control equation set of the model includes:
(1) mass conservation equation (continuous equation):
Figure BDA0001510489130000021
i＝1,2
(2) conservation of momentum equation:
Figure BDA0001510489130000022
i＝1,2
(3) k-equation:
Figure BDA0001510489130000023
i＝1,2
(4) -the equation:
Figure BDA0001510489130000024
i＝1,2
the meaning of the relevant parameters in the above equation set is: x is the number ofi(x, y) represents the coordinates of the axial and radial directions; u. ofi(＝ux,uy) Representing the flow velocity of the water in the axial and radial directions; rho meterIndicating the density of the water flow; p represents pressure; ν denotes the dynamic viscosity of the water stream; v istIndicating the vortex viscosity, vt＝Cμ(k2V), k represents the turbulence energy, representing the dissipation rate of the turbulence energy, CμThe values of other parameters are as follows:
Figure BDA0001510489130000025
η＝Sk/，C1＝1.42，
Figure BDA0001510489130000026
ηo＝4.377，λ＝0.012，
Figure BDA0001510489130000027
C2＝1.68，αk＝α＝1.39，
wherein the boundary condition is processed according to the following method:
(1) the inflow boundary conditions include inflow average flow velocity, turbulent kinetic energy distribution and turbulent kinetic energy dissipation rate distribution. Their mathematical expressions are: u. ofin＝U；k＝0.0144U2；＝k1.5V (0.25b), wherein: u is the channel inlet flow velocity and b is the channel width;
(2) the outflow boundary processing method comprises the following steps: assuming that the outflow is fully developed;
(3) the wall surface boundary processing method comprises the following steps: the non-slip assumption is adopted in the boundary layer flow, that is, the wall boundary velocity and the boundary node velocity components are equal.
Preferably, several sets of data on the relationship between the collision avoidance range D and the pier characteristic width B and the flow velocity U of the channel axis are obtained by the model in claim 2, and a curve of D is fitted by the obtained point coordinates, thereby obtaining an empirical expression of the rectangular pier collision avoidance range D in the straight channel.
Preferably, the pier collision avoidance device uses the empirical expression of the straight channel rectangular pier collision avoidance field D obtained in claim 3, and comprises a water flow sensor, a plurality of pressure sensors, a plurality of movable buoys, a processor module, a pressure type water spraying device and a buoy fixing disc, wherein the processor module is used for calculating the size of the collision avoidance field D through the empirical expression, processing signals and controlling the pressure type water spraying device and the buoy fixing disc; the water flow sensor is fixed on the bridge pier, connected with the processor module and used for measuring the speed and the direction of water flow, and data of the water flow sensor is used for an empirical expression of D; the pressure sensors are fixed inside the movable buoys, are connected with the processor module and are used for judging whether the ship enters the anti-collision field D of the rectangular bridge pier of the straight channel; the buoy fixing disc is horizontally fixed at the water bottom below the bridge pier and comprises a disc body and a plurality of sliding devices, and the sliding devices horizontally move on the disc body and are connected with the processor module; the movable buoy is anchored on a sliding device of the buoy fixing disc through an anchor chain, and the distance from the movable buoy to the bridge pier is changed through the sliding of the sliding device; pressure type water jet equipment fixes in the surface of water below the pier, including pressure chamber and water jet, is connected with processor module, the water jet is the rotary type water jet, and the water jet can rotate around the pier, the switching of pressure chamber and the rotation direction of water jet receive processor module control for to getting into the inside ship bottom jet water column of anticollision field D.
Preferably, the sliding device is a guide rail type pulley device and comprises a plurality of radial guide rails which are fixed on a disc and take the center of the pier as the center of a circle, and a plurality of sliding motors, and the sliding motors move in the guide rails so as to drive the movable buoys to be close to and far away from the pier.
Preferably, the collision avoidance pier device performs collision avoidance by:
s1: the processor module obtains the magnitude and the direction of water flow speed through the water flow sensor, so that the characteristic width B of a pier and the flow speed U of a channel axis are calculated, and the magnitude of an anti-collision field D is calculated through an empirical expression of D;
s2: moving the movable buoy to the edge of the anti-collision field D through a sliding device;
s3: when the pressure sensors of a plurality of anti-collision buoys generate pressure signals in sequence, judging that the ship enters the anti-collision field D and recording the position of the first pressure sensor generating the signals, and judging that the ship enters the anti-collision field D by the processor;
s4: the processor module opens the pressure type water spraying device, moves the water spraying port to the direction of the first pressure sensor, then opens the pressure cavity to spray water columns to the bottom of the ship entering the interior of the anti-collision field D, and further reduces the size of pier suction flow, and forces the ship to be far away from the pier.
The substantial effects of the invention are as follows: an empirical expression of a rectangular pier collision avoidance field D is obtained by establishing a model, a numerical simulation and a regression analysis method, an active pier collision avoidance device is designed, a movable buoy is installed to adjust the size of the collision avoidance field through the change of water flow, and a ship is forced to be far away from a pier through a pressure type water spraying device.
Drawings
Fig. 1 is a graph showing a relationship between the collision avoidance region D and the relevant factors, which is fitted according to the result obtained by the numerical calculation.
Fig. 2 is a schematic view of the characteristic width of a pier under an oblique flow condition.
Detailed Description
The following provides a more detailed description of the present invention, with reference to the accompanying drawings.
After a bridge is built in a navigation water area, due to the existence of piers, the water flow structure can be changed, and pier suction flow and pier push flow exist near the piers. The pier plug flow can push the ship away from the pier, the ship is safe to move and the bridge is safe, and the pier suction flow has the function of inducing the ship to bump the bridge, so that the flow is one of important inducements of the ship to bump the bridge. The maximum distance of the "pier suction flow" from the pier surface is thus defined herein as the collision avoidance area of the pier. For the safety of ships and bridges, ships should not break into this field. In order to remind boats and ships to keep away from pier anticollision field district simultaneously, often should also be provided with near the pier and dodge "the bridge of specific light and float" to warn boats and ships to keep away from this field. The relevant literature has shown that important factors influencing the flow structure of the pier are the characteristic width of the flow-facing surface of the pier and the froude number of the nearby flow, and important factors influencing the froude number of the nearby bridge area of the curve are the total flow rate of the curve. Therefore, factors affecting the field of collision avoidance for a bridge pier are the characteristic width of the bridge pier (the maximum width of the bridge pier in the direction perpendicular to the main flow direction) B and the flow velocity U of the channel axis, i.e., D ═ f (B, U). In the above formula: d is the range of the anti-collision field of the pier, namely the maximum distance between the 'pier suction flow' vanishing point and the surface of the pier. B is the characteristic width of the bridge pier and the flow rate of the U channel axis.
The utility model provides a follow straight channel rectangle pier anticollision field determination method, is applicable to the rectangle pier, sets for D and is pier anticollision field scope, is also the biggest distance that "mound suction flow" disappearance point is apart from the pier surface, and the factor that influences D is the velocity of flow U of pier characteristic width B and channel axis, and wherein, pier characteristic width is the biggest width of pier width in the perpendicular to rivers mainstream direction, and the method of confirming D is: firstly, establishing a calculation model of D, then carrying out numerical simulation on the calculation model, and finally fitting a change curve of D along with the characteristic width B of the pier and the flow velocity U of the channel axis by using the obtained data and obtaining an empirical expression of D.
Calculating an RNGk-model adopted by a model, wherein a control equation set of the model comprises:
(1) mass conservation equation (continuous equation):
Figure BDA0001510489130000041
i＝1,2
(2) conservation of momentum equation:
Figure BDA0001510489130000042
i＝1,2
(3) k-equation:
Figure BDA0001510489130000051
i＝1,2
(4) -the equation:
Figure BDA0001510489130000052
i＝1,2
the meaning of the relevant parameters in the above equation set is: x is the number ofi(x, y) represents the coordinates of the axial and radial directions; u. ofi(＝ux,uy) Representing the flow velocity of the water in the axial and radial directions; ρ represents the density of the water flow; p represents pressure; ν denotes the dynamic viscosity of the water stream; v istIndicating the vortex viscosity, vt＝Cμ(k2V), k represents the turbulence energy, representing the dissipation rate of the turbulence energy, CμThe values of other parameters are as follows:
Figure BDA0001510489130000053
η＝Sk/，C1＝1.42，
Figure BDA0001510489130000054
ηo＝4.377，λ＝0.012，
Figure BDA0001510489130000055
C2＝1.68，αk＝α＝1.39，
wherein the boundary condition is processed according to the following method:
(1) the inflow boundary conditions include inflow average flow velocity, turbulent kinetic energy distribution and turbulent kinetic energy dissipation rate distribution. Their mathematical expressions are: u. ofin＝U；k＝0.0144U2；＝k1.5V (0.25b), wherein: u is the channel inlet flow velocity and b is the channel width;
(2) the outflow boundary processing method comprises the following steps: assuming that the outflow is fully developed;
(3) the wall surface boundary processing method comprises the following steps: the non-slip assumption is adopted in the boundary layer flow, that is, the wall boundary velocity and the boundary node velocity components are equal.
And obtaining a plurality of groups of data about the relation between the anti-collision field range D, the pier characteristic width B and the flow velocity U of the channel axis through the model, and fitting a curve of the D through the obtained point coordinates to obtain an empirical expression of the rectangular pier anti-collision field D in the straight channel.
The results of the numerical calculations of the above model are given in the following table:
Figure BDA0001510489130000056
Figure BDA0001510489130000061
based on the data in the table above, a graph is plotted as shown in FIG. 1. As can be seen from fig. 1, the collision avoidance area D of the rectangular bridge pier in the straight channel is linearly related to the characteristic width B of the bridge pier, and the larger the characteristic width B is, the larger the collision avoidance area D of the rectangular bridge pier is. This is mainly because the larger the characteristic width B of the approach surface of the pier is, the larger the flow bypassing range of the water flow near the pier is, and the larger the "pier suction flow" range of the pier in the flight direction is. Fig. 1 also shows that the rectangular pier collision avoidance area D of the straight channel is approximately in a power exponential relationship with the total flow rate U of the channel, and the larger the total flow rate U is, the larger the rectangular pier collision avoidance area D is. This is mainly because the larger the total flow rate U is, the larger the range of the flow around the pier is, and the larger the "pier suction flow" range is. Fitting the curve in fig. 1 to obtain an empirical expression of the following straight channel rectangular pier collision avoidance field D: d ═ 0.56B +0.26) U0.35. The trial range of the above formula is: the characteristic width B of the pier is in the range of 0.5-4.5m, and the flow velocity near the pier is in the range of 1m/s-6m/s, which is an empirical formula with inconsistent dimensions, but has guiding value for practical engineering.
When a certain included angle β (as shown in fig. 2) exists between the rectangular bridge pier and the channel entrance flow velocity U, the characteristic width B' of the rectangular bridge pier under the diagonal flow condition can be expressed as: b ═ lssin β + Bcos β. In the above formula: l is the length of the bridge pier, B is the width of the bridge pier, and beta is an included angle between the total flow direction of the channel and the bridge pier. From the formula (6), the anti-collision field of the rectangular pier under the diagonal flow condition is as follows: d ═ 0.56 (lssin β + Bcos β) +0.26]U0.35。
A pier collision avoidance device comprises a water flow sensor, a plurality of pressure sensors, a plurality of movable buoys, a processor module, a pressure type water spraying device and a buoy fixing disc, wherein the processor module is used for calculating the size of a collision avoidance field D through an empirical expression, processing signals and controlling the pressure type water spraying device and the buoy fixing disc; the water flow sensor is fixed on the bridge pier, connected with the processor module and used for measuring the speed and the direction of water flow, and the data of the water flow sensor is used for an empirical expression of D; the pressure sensors are fixed inside the movable buoys, are connected with the processor module and are used for judging whether the ship enters the anti-collision field D of the rectangular bridge pier of the straight channel; the buoy fixing disc is horizontally fixed at the water bottom below the bridge pier and comprises a disc body and a plurality of sliding devices, and the sliding devices horizontally move on the disc body and are connected with the processor module; the movable buoy is anchored on a sliding device of the buoy fixing disc through an anchor chain, and the distance from the movable buoy to the bridge pier is changed through the sliding of the sliding device; pressure type water jet equipment fixes the surface of water below the pier, including pressure chamber and water jet, is connected with processor module, and the water jet is the rotary type water jet, and the water jet can rotate around the pier, and the switching of pressure chamber and the rotation direction of water jet are controlled by processor module for to getting into the inside ship bottom jet water column of anticollision field D. The pressure type water spraying device can be replaced by an air bag and a pressure type air spraying device, but the implementation effect is not as good as that of the pressure type water spraying device. In addition, the pressure sensor can be replaced by other sensors, such as an acceleration sensor, but when the acceleration sensor is used as a parameter basis for judging that the ship enters the collision avoidance area D, and when the water flow near the bridge pier suddenly changes, misjudgment is easy to be made, and the implementation effect is not as good as that of the pressure sensor.
The sliding device is a guide rail type pulley device and comprises a plurality of radial guide rails and a plurality of sliding motors, wherein the radial guide rails are fixed on a disc and use the center of a pier as the center of a circle, and the sliding motors move in the guide rails so as to drive the movable buoy to be close to and far away from the pier.
The pier anti-collision device performs anti-collision through the following steps:
s1: the processor module obtains the magnitude and the direction of water flow speed through the water flow sensor, so that the characteristic width B of a pier and the flow speed U of a channel axis are calculated, and the magnitude of an anti-collision field D is calculated through an empirical expression of D;
s2: moving the movable buoy to the edge of the anti-collision field D through a sliding device;
s3: when the pressure sensors of a plurality of anti-collision buoys generate pressure signals in sequence, judging that the ship enters the anti-collision field D and recording the position of the first pressure sensor generating the signals, and judging that the ship enters the anti-collision field D by the processor;
s4: the processor module opens the pressure type water spraying device, moves the water spraying port to the direction of the first pressure sensor, then opens the pressure cavity to spray water columns to the bottom of the ship entering the interior of the anti-collision field D, and further reduces the size of pier suction flow, and forces the ship to be far away from the pier.
The above-described embodiments are only preferred embodiments of the present invention, and are not intended to limit the present invention in any way, and other variations and modifications may be made without departing from the spirit of the invention as set forth in the claims.

Claims (3)

1. The utility model provides a follow straight channel rectangle pier anticollision field determination method, is applicable to the rectangle pier, sets for D and is pier anticollision field scope, is also the maximum distance that "mound suction flow" disappearance point is apart from the pier surface, and the factor that influences D is the velocity of flow U of pier characteristic width B and channel axis, and wherein, pier characteristic width is the maximum width of pier width in the perpendicular to rivers mainstream direction, and its characterized in that, the method of confirming D is: firstly, establishing a calculation model of D, then carrying out numerical simulation on the calculation model, and finally fitting a change curve of D along with the characteristic width B of the pier and the flow velocity U of the channel axis by using the obtained data and obtaining an empirical expression of D;
the RNG k-model adopted by the calculation model comprises the following control equation sets:
(1) mass conservation equation (continuous equation):
Figure FDA0002679432550000011
(2) conservation of momentum equation:
Figure FDA0002679432550000012
(3) k-equation:
Figure FDA0002679432550000013
(4) -the equation:
Figure FDA0002679432550000014
the meaning of the relevant parameters in the above equation set is: x is the number ofi(x, y) represents the coordinates of the axial and radial directions; u. ofi(＝ux,uy) Representing the flow velocity of the water in the axial and radial directions; ρ represents the density of the water flow; p represents pressure; ν denotes the dynamic viscosity of the water stream; v istIndicating the vortex viscosity, vt＝Cμ(k2V), k represents the turbulence energy, representing the dissipation rate of the turbulence energy, CμThe values of other parameters are as follows:
Figure FDA0002679432550000015
η＝Sk/，C1＝1.42，
Figure FDA0002679432550000016
ηo＝4.377，λ＝0.012，
Figure FDA0002679432550000017
C2＝1.68，αk＝α＝1.39，
wherein the boundary condition is processed according to the following method:
(1) the inflow boundary conditions comprise inflow average flow velocity, turbulent kinetic energy distribution and turbulent kinetic energy dissipation rate distribution, and the mathematical expressions of the inflow boundary conditions are as follows: u. ofin＝U；k＝0.0144U2；＝k1.5V (0.25b), wherein: u is the channel inlet flow velocity and b is the channel width;
(2) the outflow boundary processing method comprises the following steps: assuming that the outflow is fully developed;
(3) the wall surface boundary processing method comprises the following steps: adopting a non-slip assumption in the boundary layer flow, namely, the wall surface boundary speed is equal to the boundary node speed component;
obtaining a plurality of groups of data about the relation between the anti-collision field range D and the pier characteristic width B and the flow velocity U of the channel axis through a calculation model, and fitting a curve of D through the obtained point coordinates to obtain an empirical expression of the rectangular pier anti-collision field D of the straight channel;
the rectangular pier is provided with a pier anti-collision device which comprises a water flow sensor, a plurality of pressure sensors, a plurality of movable buoys, a processor module, a pressure type water spraying device and a buoy fixing disc,
the processor module is used for calculating the size of the anti-collision field D through an empirical expression, processing signals and controlling the pressure type water spraying device and the buoy fixing disc;
the water flow sensor is fixed on the bridge pier, connected with the processor module and used for measuring the speed and the direction of water flow, and data of the water flow sensor is used for an empirical expression of D;
the pressure sensors are fixed inside the movable buoys, are connected with the processor module and are used for judging whether the ship enters the anti-collision field D of the rectangular bridge pier of the straight channel;
the buoy fixing disc is horizontally fixed at the water bottom below the bridge pier and comprises a disc body and a plurality of sliding devices, and the sliding devices horizontally move on the disc body and are connected with the processor module;
the movable buoy is anchored on a sliding device of the buoy fixing disc through an anchor chain, and the distance from the movable buoy to the bridge pier is changed through the sliding of the sliding device;
pressure type water jet equipment fixes in the surface of water below the pier, including pressure chamber and water jet, is connected with processor module, the water jet is the rotary type water jet, and the water jet can rotate around the pier, the switching of pressure chamber and the rotation direction of water jet receive processor module control for to getting into the inside ship bottom jet water column of anticollision field D.
2. The method as claimed in claim 1, wherein the sliding device is a guide-type pulley device comprising a plurality of radial guide rails fixed on a circular disc and having a center of the pier as a center, and a plurality of sliding motors moving in the guide rails to drive the movable buoy to move closer to and away from the pier.
3. The rectangular pier collision avoidance field determining method according to claim 1 or 2, wherein the pier collision avoidance device performs collision avoidance by:
s1: the processor module obtains the magnitude and the direction of water flow speed through the water flow sensor, so that the characteristic width B of a pier and the flow speed U of a channel axis are calculated, and the magnitude of an anti-collision field D is calculated through an empirical expression of D;
s2: moving the movable buoy to the edge of the anti-collision field D through a sliding device;
s3: when the pressure sensors of a plurality of anti-collision buoys generate pressure signals in sequence, judging that the ship enters the anti-collision field D and recording the position of the first pressure sensor generating the signals, and judging that the ship enters the anti-collision field D by the processor;
s4: the processor module opens the pressure type water spraying device, moves the water spraying port to the direction of the first pressure sensor, then opens the pressure cavity to spray water columns to the bottom of the ship entering the interior of the anti-collision field D, and further reduces the size of pier suction flow, and forces the ship to be far away from the pier.
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CN112037582B (en) * 2020-09-16 2021-08-24 浙江工业大学 Cross-sea bridge ship collision early warning method based on risk prediction
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